CN110230670B - Parallel double-motor universal automatic gear shifting transmission system - Google Patents
Parallel double-motor universal automatic gear shifting transmission system Download PDFInfo
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- CN110230670B CN110230670B CN201910623240.XA CN201910623240A CN110230670B CN 110230670 B CN110230670 B CN 110230670B CN 201910623240 A CN201910623240 A CN 201910623240A CN 110230670 B CN110230670 B CN 110230670B
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- 238000005516 engineering process Methods 0.000 description 4
- 238000004519 manufacturing process Methods 0.000 description 4
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- 238000000926 separation method Methods 0.000 description 1
- 238000009331 sowing Methods 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/42—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion with gears having teeth formed or arranged for obtaining multiple gear ratios, e.g. nearly infinitely variable
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
- F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
- F16H61/32—Electric motors actuators or related electrical control means therefor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/16—Regulation of the charging current or voltage by variation of field
- H02J7/24—Regulation of the charging current or voltage by variation of field using discharge tubes or semiconductor devices
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/26—Generation or transmission of movements for final actuating mechanisms
- F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
- F16H61/32—Electric motors actuators or related electrical control means therefor
- F16H2061/326—Actuators for range selection, i.e. actuators for controlling the range selector or the manual range valve in the transmission
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H2061/6602—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with at least two dynamo-electric machines for creating an electric power path inside the transmission device, e.g. using generator and motor for a variable power torque path
- F16H2061/6603—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with at least two dynamo-electric machines for creating an electric power path inside the transmission device, e.g. using generator and motor for a variable power torque path characterised by changing ratio in the mechanical gearing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
- F16H2061/6604—Special control features generally applicable to continuously variable gearings
- F16H2061/6608—Control of clutches, or brakes for forward-reverse shift
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Power Engineering (AREA)
- Arrangement Of Transmissions (AREA)
- Hybrid Electric Vehicles (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention discloses a universal automatic gear shifting transmission system with parallel double motors. The universal automatic gear shifting transmission system with parallel double motors comprises: an engine power input system, comprising: the engine, engine flywheel, first clutch, engine power output shaft and clutch output shaft; an electric motor energy storage speed regulation system, comprising: a first motor and an energy storage device; a motor independent output system, comprising: the second motor is connected with the energy storage device, the stator of the second motor is parallel to the axis of the stator of the first motor and distributed on two sides of the clutch output shaft, and the second motor is connected with the engine power output system through the second motor power transmission system. The parallel double-motor universal automatic gear shifting transmission system bears the power transmitted by the original transmission line through the motor and the independent transmission line, so that the labor intensity of staff is greatly reduced, and the working efficiency and the quality are improved.
Description
Technical Field
The invention relates to the field of engines, in particular to a parallel double-motor universal automatic gear shifting transmission system.
Background
Existing tractor drive trains are classified into manual shift drive trains, power uninterrupted automatic shift drive trains, and hydromechanical continuously variable transmission drive trains (HMCVT) according to the shift pattern. Wherein,
1. manual gear shifting transmission system
When the tractor works in the field, because the land resistance is changed greatly and the load of the whole machine is changed greatly, the tractor adopting the manual gear shifting transmission system needs to stop and shift gears frequently so as to meet the requirements of farm tools on working traction force and speed, the working intensity of staff is high, the working efficiency is low and the working quality is unstable; meanwhile, the rotation speed of the engine is directly related to the speed of the tractor, the change range of the rotation speed of the engine is large due to the change of the speed of the whole vehicle, and the engine cannot work in a stable and economical rotation speed range, so that the oil consumption is high, the emission is poor and the vibration abrasion is large. The transmission system has the advantages of simple structure and low manufacturing and maintenance cost, and is suitable for the current purchase level of farmers. The world advanced countries have manual gear shifting drive trains commonly used on tractor products below 80Hp horsepower.
2. Continuous automatic gear shifting transmission system of tractor power
Refers to a gear shifting process performed under a running condition that power from an engine to a gearbox is not interrupted; when the wet multi-plate clutch is used as a gear shifting executing mechanism and gear shifting is required, the two clutches for gear shifting are sequentially separated and combined according to the change of control oil pressure, and no-stop gear shifting is realized in the running of a tractor load, so that the problem of stopping gear shifting in the operation of a manual gear shifting transmission system is solved, the operation intensity of staff is reduced, and the control comfort and the operation efficiency are improved. However, the engine speed of the power uninterrupted automatic gear shifting transmission system is directly related to the speed of the tractor, the speed change of the tractor causes a large range of engine speed change, the engine cannot work in a stable and economical speed range, and the engine has high oil consumption, poor emission and large vibration abrasion. Meanwhile, as the operation requirement is more and the number of gears is more, the transmission system structure needs a plurality of clutches and proportional valves, and a 160 horsepower 16-gear gearbox is taken as an example: the universal automatic gearbox requires 8 clutches and 8 hydraulic proportional valves; due to consistency, the gear shifting performance of the transmission system is required to be debugged and calibrated on a special factory test bed, the abrasion of a clutch is increased along with the increase of the service time, the gear shifting control time is changed, the smoothness is poor, and gear shifting impact is generated. At present, the technology of the system is basically mastered by foreign companies and mainly depends on import, and the transmission system has the advantages of complex structure, high price, difficult price reduction and high maintenance cost. For price reasons, powershift drive trains are commonly used in 80-200Hp tractor products in advanced countries of the world.
3. Hydraulic mechanical stepless speed change drive system (HMCVT)
The transmission system consists of a hydraulic plunger variable pump/motor/multi-row planetary mechanism/wet clutch and a brake, and has the main advantages that: the power of the engine is split into two power routes through the planet row, one is a mechanical power route, and the power is directly transmitted to the input shaft of the gearbox; one is a hydraulic power route, and after the machine-liquid-machine power conversion process, the hydraulic power route and an input shaft of the gearbox realize the total power confluence; by the power splitting and converging principle, the torque and the rotating speed of the transmission system are automatically and continuously changed according to the speed and the traction requirement of the tractor, and the traction and the speed requirement of the tractor during speed change are ensured.
The drive train (HMCVT) realizes stepless automatic change of the drive train of the tractor, and has the advantages of low operation intensity of staff, good operation comfort, high operation efficiency and high quality; because the engine speed and torque are completely decoupled (uncorrelated) with the whole vehicle speed and traction, the engine can stably work in a low oil consumption area, and has small vibration and good emission.
The high-pressure variable plunger pump/motor, the proportional valve and the like adopted by the drive train (HMCVT) belong to precise hydraulic parts, have very high requirements on assembly cleanliness, use cleanliness and maintenance cleanliness, require special hydraulic oil and have high use and maintenance costs; the system gearbox adopts a multi-row planetary mechanism and a wet clutch or brake to realize regional conversion of 4-6 gears, the system has a large number of parts and a complex structure, the key technology of the system is basically mastered by foreign companies, the product mainly depends on import, and the cost of the transmission system is high and the price is difficult to reduce. The system is very little in use in the chinese market due to price and usage maintenance reasons. For price reasons, the world advanced state, the hydromechanical continuously variable transmission (HMCVT) is commonly used in 200-400 Hp tractor products.
The information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person of ordinary skill in the art.
Disclosure of Invention
The invention aims to provide a parallel double-motor universal automatic gear shifting transmission system with a simple and reasonable structure, which bears the power transmitted by an original gearbox route through a motor and an independent transmission route, thereby greatly reducing the labor intensity of staff and improving the working efficiency and quality.
In order to achieve the above object, the present invention provides a parallel dual-motor universal automatic gear shifting transmission system, comprising: an engine power input system, comprising: the engine is connected with the clutch output shaft through a driven disc of the first clutch; the engine power output shaft is arranged in the clutch output shaft in a penetrating way; a gearbox having a gearbox input shaft and a gearbox output shaft, the gearbox input shaft being connected to the clutch output shaft; an electric motor energy storage speed regulation system, comprising: the first motor is connected with the energy storage device and is connected with the input shaft of the gearbox; and a motor independent output system comprising: the second motor is connected with the energy storage device, the stator of the second motor is parallel to the axis of the stator of the first motor and distributed on two sides of the clutch output shaft, and the second motor is connected with the engine power output system through the second motor power transmission system; when full load is shifted, the second motor drives the engine power output system to output power, the first motor adjusts the synchronous rotating speed of the input shaft of the gearbox, and the shifting actuator pushes the synchronizer to achieve the processes of gear removal, neutral gear and gear engagement.
In a preferred embodiment, a gearbox input shaft is provided with a gearbox input shaft driven gear, and the rotor of the first motor is meshed with the gearbox input shaft driven gear through a first motor output shaft and a first motor output shaft driving gear.
In a preferred embodiment, the energy storage device comprises a battery and an electric power output module.
In a preferred embodiment, the second motor power transmission system includes: the power transmission device comprises a second motor output driving shaft, a power shift driving gear, a power shift driven gear, a second motor output driven wheel shaft, a second motor power transmission assembly, a second clutch driving shaft, a second clutch driven shaft, a transmission route driving gear and a driven gear.
In a preferred embodiment, the engine power take off system comprises: an engine power external output shaft, a central transmission driving gear shaft, a central transmission driven gear, a differential half shaft and an output gear; the external engine power output shaft is connected with the engine power output shaft, one end of the central transmission driving gear shaft is connected with the gearbox output shaft and the driven gear, and the other end of the central transmission driving gear shaft is connected with the differential half shaft and the output gear through the central transmission driven gear.
In a preferred embodiment, the first motor and the second motor are mounted in parallel within a common housing for the motors.
In a preferred embodiment, the motor common housing is bolted to the gearbox housing via flange faces.
In a preferred embodiment, the front wall of the gearbox housing of the gearbox is engaged with the front end caps of the second motor and the first motor gearbox of the motor-sharing housing to form a second motor and a first motor power gear output chamber.
Compared with the prior art, the parallel double-motor universal automatic gear shifting transmission system has the following beneficial effects:
(1) On the basis of a traditional manual gearbox, an independent power transmission route of a motor is designed for realizing automatic gear shifting of all gears, the power transmission route of the motor is not overlapped with a power transmission route of the gearbox, when in full-load gear shifting, the power transmitted by the original gearbox route is born through the motor and the independent transmission route, the synchronous rotating speed of an input shaft of the gearbox is regulated by the other motor, and a gear shifting executor pushes a synchronizer to realize the processes of gear shifting, neutral gear shifting and gear shifting; the gear shifting principle realizes automatic gear shifting of all gears of the gearbox.
(2) According to the scheme, the gear of the stepped gearbox is automatically adjusted along with the change of the load of the whole vehicle, so that the labor intensity of staff is greatly reduced, and the operation efficiency and quality are improved; meanwhile, as the motor response speed is high, the gear shifting smoothness is excellent, the gear shifting time is short, the friction work of the clutch is reduced, and the service life and the reliability of the clutch are improved.
(3) According to the automatic gear shifting structure, with the change of external load, gear shifting can be realized rapidly, the working area of an engine is stabilized, and the total oil consumption and emission level of the engine in operation are reduced; the operation efficiency of the whole machine is higher than that of a manual gear shifting gearbox.
(4) The scheme can realize that the walking speed of the tractor is independent of the rotating speed of the power output shaft of the engine by means of an independent motor transmission route, and simultaneously realizes the function of Continuously Variable Transmission (CVT) of the walking speed. The optimal matching point of the running speed and the actual rotating speed of the working tool can be found, the working efficiency is improved, and the oil consumption and the emission are reduced. The traditional power shift gearbox does not have an independent motor transmission route and cannot realize an independent stepless speed change walking function.
(5) The scheme adopts a parallel high-speed double-motor structure, and the gear speed reduction mechanism of the independent transmission route is used for reducing speed and increasing torque, and the scheme realizes an independent stepless speed change function within the running speed range of 0-0.1km/h by means of the independent transmission route of the motor; meets various operation requirements of the non-road tractor. The traditional power shift gearbox has no independent motor transmission route, so that ultra-low speed operation is realized, a complex speed reduction link is needed, the transmission structure is complex, the efficiency is low, and the cost is high.
(6) The scheme does not need to arrange a reverse gear in the gearbox, and realizes any stepless reverse speed of 0-Vmax km/h by means of reverse rotation of the motor and an independent transmission route, thereby meeting various operation requirements of the tractor.
(7) The scheme realizes a short-time hybrid power working condition by means of the instantaneous peak power of the motor and an independent power route; the power transmitted by the transmission line is overlapped, and the power is assisted to start the tractor at a low speed and a heavy load; when the device is used on a tractor, the land acceleration time and the unworked land mass can be reduced, and the crop sowing area can be increased. When the power-assisted shovel is used on a loader, a torque converter can be omitted, and large torque required by the power-assisted shovel working condition can be eliminated.
(8) The scheme can be connected in parallel with the existing traditional gearbox, and the matching of the speed ratio of the motor and the transmission route can meet the requirement that the existing different manual gear shifting gearboxes are transformed into power gear shifting gearboxes; the advantages of high efficiency, simple structure and low cost of the traditional mechanical gearbox are inherited; the technical water product in the industry is improved with low cost, and the requirements of users are met.
(9) The scheme is mainly characterized in that the technology and products such as a medium-high speed permanent magnet synchronous motor, a motor controller, a high-power discharge battery and the like are mainly used as key parts, so that local manufacturers can completely master and realize large-scale production, and a local purchasing channel is wide; because of the high reliability and low cost of the motor and the controller, the manufacturing, use and maintenance costs of the drive train are greatly reduced compared with those of the traditional power shift gearbox.
Drawings
Fig. 1 is a schematic structural view of a parallel dual-motor universal automatic gear shifting transmission system according to a first embodiment of the present invention.
Fig. 2 is a block diagram of electric power conversion of a parallel dual-motor universal automatic shifting transmission system according to a first embodiment of the present invention.
Reference numerals: 1-a first motor output shaft drive gear (Z1); 2-a gearbox input shaft driven gear (Z2); 3-a gearbox input shaft; 4-a gearbox housing; 5-a second motor-power transmission assembly (R-R); 6-a second clutch drive shaft; 7-a second clutch driven shaft; 8-a transmission line driving gear (Zd 3); 9-a driven gear (Zd 4); 10-a central transmission driving gear shaft; 11-a central driving driven gear; 12-differential half shafts and output gears; 13-rear axle housing; 14-an external output shaft of the engine power; 15-a gearbox output shaft; 16-a gearbox housing front wall; 17-a front end cover of the second motor and the first motor gear box; 18-a power shift driven gear (Zd 2); 19-a second motor outputs a driven wheel shaft; 20-a power shift drive gear (Zd 1); 21-a second motor outputs a driving shaft; 22-a second motor stator; 23-a second motor rotor; 24-a first clutch; 25-engine; 26-an engine power take-off shaft; 27-an engine flywheel; 28-clutch output shaft; 29-a common housing for the motors; 30-a first motor stator; 31-a first motor rotor; 32-a first motor output shaft.
Detailed Description
The following detailed description of embodiments of the invention is, therefore, to be taken in conjunction with the accompanying drawings, and it is to be understood that the scope of the invention is not limited to the specific embodiments.
Throughout the specification and claims, unless explicitly stated otherwise, the term "comprise" or variations thereof such as "comprises" or "comprising", etc. will be understood to include the stated element or component without excluding other elements or components.
As shown in fig. 1 and 2, the specific structure of the parallel dual-motor universal automatic gear shifting transmission system according to the preferred embodiment of the present invention includes: the system comprises an engine power input system, a gearbox, an engine power output system, a motor energy storage speed regulation system and a motor independent output system. The power of the engine power input system is divided into two parts, one part of mechanical power is transmitted to a first motor of the motor energy storage speed regulation system through a first clutch 24 and a clutch output shaft 28, and engine power is transmitted to the gearbox input shaft 3 through the clutch output shaft 28; a part of mechanical power is generated by the first motor, rectified by AC/DC, inverted by DC/AC, and transmitted to the second motor of the motor independent output system, an independent power transmission route, end transmission and driving wheels. Under the non-gear shifting working condition, the module system sends out an instant instruction for charging the energy storage device according to the SOC charge value (electric quantity level) of the energy storage device, and sends out the generated power of the first motor to enter the storage battery; when the charge value of the storage battery SOC meets the requirement, the first motor is unloaded and freely rotates along with the rotation speed of the engine; at this time, the second motor is in an idle zero-rotation speed state. The energy storage device provides short-term power for the first motor/the second motor during gear shifting, so that a gear shifting function is realized; under the working conditions of CVT and crawling speed, the first motor generates power, the second motor is provided with electric power, and the second motor generates running power meeting the requirements through an independent power transmission route. When the tractor is reversed, the first motor generates electricity, the second motor controller controls the second motor to input voltage and current reversely, and the second motor generates reverse power to drive the tractor to reverse. When the power is assisted, the energy storage device provides power for a second motor, the power of the second motor is converged at the central transmission driving gear shaft 10 through the independent power route and the engine power transmitted by the gearbox, and the power assisted tractor starts and accelerates. Because the working condition of the non-road tractor is basically different from the working condition of urban roads, the conditions of long-time idling, long-distance slow braking, free running speed reduction and the like are rare, and the working condition of energy recovery is rare. The second motor and electric module system has the ability to recover energy, but is not designed to recover energy. On the basis of a traditional manual gearbox, an independent power transmission route of a motor is designed for realizing automatic gear shifting of all gears, the power transmission route of the motor is not overlapped with a power transmission route of the gearbox, when in full-load gear shifting, the power transmitted by the original gearbox route is born through the motor and the independent transmission route, the synchronous rotating speed of an input shaft of the gearbox is regulated by the other motor, and a gear shifting executor pushes a synchronizer to realize the processes of gear shifting, neutral gear shifting and gear shifting; the gear shifting principle realizes automatic gear shifting of all gears of the gearbox.
Specifically, the engine power input system includes: an engine 25, an engine flywheel 27, a first clutch 24, an engine power output shaft 26 and a clutch output shaft 28. Wherein the engine 25 is connected to a clutch output shaft (transmission input shaft) 28 via a driven plate of the first clutch 24; an engine power output shaft 26 is disposed through a clutch output shaft 28.
The transmission has a transmission input shaft 3 and a transmission output shaft 15, wherein the transmission input shaft 3 is provided with a transmission input shaft driven gear (Z2) 2 and is connected with a clutch output shaft 28 of an engine power input system to receive the output power of a first clutch 24.
The engine power output system includes: an engine power external output shaft 14, a center drive pinion shaft 10, a center drive driven gear 11, and differential half shafts and output gears 12. The engine power external output shaft 14 is connected with an engine power output shaft 26, one end of the central transmission driving gear shaft 10 is connected with a gearbox output shaft 15, and the other end is connected with a differential half shaft and an output gear 12 through a central transmission driven gear 11.
The motor energy storage speed regulation system includes: the first motor, the first motor output shaft 32, and the first motor output shaft drive gear (Z1) 1. Wherein the first motor includes: the first motor stator 30 and the first motor rotor 31, the first motor rotor 31 is connected with the first motor output shaft 32, and the first motor output shaft driving gear (Z1) 1 is arranged on the first motor output shaft 32 and meshed with the gearbox input shaft driven gear (Z2) 2 of the gearbox input shaft 3.
The motor independent output system includes: the power transmission system comprises a second motor, a second motor output driving shaft 21, a power shift driving gear (Zd 1) 20, a power shift driven gear (Zd 2) 18, a second motor output driven wheel shaft 19, a second motor power transmission assembly (R-R) 5, a second clutch driving shaft 6, a second clutch driven shaft 7, a transmission route driving gear (Zd 3) 8 and a driven gear (Zd 4) 9. Wherein the second motor comprises: the second motor stator 22 and the second motor rotor 23, the second motor rotor 23 is connected with the second motor output driving shaft 21, and is connected with the central transmission driving gear shaft 10 through a power shift driving gear (Zd 1) 20, a power shift driven gear (Zd 2) 18, a second motor output driven gear shaft 19, a second motor power transmission assembly (R-R) 5, a second clutch driving shaft 6, a second clutch driven shaft 7, a transmission line driving gear (Zd 3) 8 and a driven gear (Zd 4) 9, so that independent power is transmitted through the power shift driving gear (Zd 1) 20→the power shift driven gear (Zd 2) 18→the second motor output driven gear shaft 19→a second motor power transmission assembly (R-R) 5→a second clutch driving gear (Zd 3) 8→the driven gear (Zd 4) 9→the central transmission driving gear shaft 10.
Preferably, the first motor and the second motor are mounted in a common motor housing 29, and the clutch output shaft 28 independently transmits power through a central space of the common motor housing 29. The parallel shared stator shell double-motor structure is adopted, the shared stator shell double-motor structure can reduce the axial space of a transmission system, share the cooling water channel of the first motor/the second motor, share the power cable space, have high integration degree of the motors, reduce the total volume of the motors under the same power, and furthest utilize the axial space of the transmission system.
Preferably, the first motor stator 30 is disposed on either side of the clutch output shaft 28 parallel to the axis of the second motor stator 22.
Preferably, the motor common housing 29 is bolted to the rear gearbox housing 4 via flange faces.
Preferably, the front wall 16 of the gearbox body of the gearbox is buckled with the second motor and the front end cover 17 of the first motor gearbox of the motor common shell 29 to form a second motor and a first motor power gear output chamber for accommodating the first motor output shaft driving gear (Z1), the gearbox input shaft driven gear (Z2), the first motor output shaft 32, the power shift driving gear (Zd 1), the second motor output driven shaft 19, the power shift driven gear (Zd 2) and a bearing.
1. Forward drive mode power transfer route
During forward running, the power of the engine 25 is transmitted to the gearbox input shaft 3 through the first clutch 24 and the clutch output shaft 28, is transmitted to the central transmission driven gear 11 through the central transmission driving gear shaft 10 after the speed and the torque of each gear of the gearbox are changed, and is transmitted to the tractor driving wheels through the tail end speed reduction transmission (not shown). The scheme is the same as the power output mode of the traditional hydraulic wet clutch, but the forward driving power route is fixed-axis gear transmission, no clutch wear exists, and the transmission efficiency is high; as with the conventional scheme, the traction and speed of the tractor are related to the engine speed, and the change of the load of the tractor directly causes a large change of the engine speed, so that the working range of the engine speed cannot be stabilized until the gear is automatically changed.
2. Gear shifting mode
When the external load changes, the engine speed changes, the scheme is provided with a complete Vehicle Controller (VCU) and a transmission system controller (TCU), when the engine speed changes beyond a certain range, the controller sends out a gear shifting command signal, the first motor/the second motor enters a gear shifting mode, and the TCU sends out an execution signal to a gear shifting executor. The specific description is as follows:
second electro-mechanical-power transfer path under shift conditions
In the gear-shifting state, the second motor bears the whole power transmitted by the original gearbox input shaft 3 through a unique gear-shifting transmission route, and at the moment, the gearbox input shaft 3 only has the speed-regulating power input by the first motor. The details are as follows:
battery power- & gta second motor controller (not shown) & gta second motor- & gta second motor output drive shaft 21- & gta power shift drive gear (Zd 1) 20- & gta power shift driven gear (Zd 2) 18- & gta second clutch drive shaft 6 and a second clutch driven shaft 7 are combined- & gta drive transmission line drive gear (Zd 3) 8- & gta driven gear (Zd 4) 9- & gta central transmission drive gear shaft 10- & gta central transmission driven gear shaft 11- & gta transmission to the driving wheels via a differential and end transmission.
First motor speed regulation power transmission route under gear shifting working condition
Under the gear shifting working condition, the first motor 31 is in a power generation mode, an unloading state, a rotation speed tracking speed regulation state in a motor mode, the first motor 31 transmits power through a first motor output shaft driving gear (Z1) 1 connected with an output first motor output shaft 32, a gearbox input shaft driven gear (Z2) 2, a clutch output shaft 28 and adjusts the rotation speed of a gearbox input shaft 3, so that the requirement of gear shifting and gear shifting synchronous rotation speed is met; after the gear shifting is finished, the first motor is switched into a power generation mode.
One of the shift modes is as follows: when a gear shifting instruction is sent out, the engine stops oil supply and shifts to an unloading rotation state; the first motor is turned into an electric state, and the engine 25 and the gearbox input shaft 3 are dragged into a synchronous speed regulation turning state by the first motor output shaft 32, the first motor output shaft driving gear (Z1) 1, the gearbox input shaft driven gear (Z2) 2 and the clutch output shaft 28, and at the moment, the gearbox input shaft 3 is in an idle state. When the first motor speed-regulating synchronous rotating speed meets the requirement of the synchronizer for gear shifting, a transmission system controller (TCU) sends out a gear shifting instruction, and an actuator shifts. When in gear, the first motor drags the engine 25 to adjust the rotation speed of the input shaft 3 of the gearbox according to the rotation speed of the central transmission driving gear shaft 10 and the target gear synchronization requirement, the gear synchronization rotation speed is met, and a gear Train Controller (TCU) sends out a gear shifting instruction and an actuator shifts.
And a second gear shifting mode: when a gear shifting instruction is sent, the first clutch 24 is separated, the engine is switched into an idle speed tracking rotation state, and the rotation speed of the transmission input shaft 3 after the first motor 31 is used for speed regulation and gear shifting is tracked; the first motor is switched into a low-power electric state to drive the gearbox input shaft 3 to enter a synchronous speed regulation and rotation state, and when the synchronous rotation speed meets the gear-off requirement of the synchronizer, a gear-off command is sent out by a transmission system controller (TCU), and the actuator is used for gear-off. In gear, the first motor 31 adjusts the rotation speed of the input shaft 3 of the gearbox according to the rotation speed of the central transmission driving gear shaft 10 and the target gear synchronization requirement, and accords with the target gear synchronization rotation speed, and a gear system controller (TCU) sends out a gear-shifting instruction to shift an actuator.
According to the scheme, automatic gear shifting of the universal gearbox is realized by utilizing the double motors and independent power transmission routes; the fixed-axis gear gearbox is combined with an independent gear shifting route, and is different from a wet clutch or brake which is necessarily adopted by the traditional power gear shifting gearbox; the wet clutches, hydraulic proportional valves, required for a conventional powershift gearbox are essentially half of all gears, for example: the tractor 16-speed gearbox requires 8 hydraulic wet clutches and at least 8 hydraulic proportional valves; the scheme only uses two motors and 1 clutch, and can realize automatic speed change of more than 64 gears theoretically, so when the scheme is used on a tractor, the higher horsepower is, the lower the cost of realizing automatic gear change is, and the scheme is suitable for being applied to large and heavy non-road tractors. The use amount of the clutch and the proportional valve is greatly reduced, so that the number of parts under the same gear is greatly reduced, and the manufacturing cost is reduced; the design reliability of the product is improved, and the use and maintenance cost of the product is reduced.
Smooth and rapid gear shifting
The dual-motor independent power route structure fully utilizes the characteristics of quick response and stable operation of the motors, and has the advantages of quick power switching, quick speed regulation and easy control of gear shifting smoothness during gear shifting; because the friction mode of two clutches of traditional power gear shifting is not adopted to shift gears, the power loss is little, the calorific value is little, and the part life is long.
Modular inheritance advantages
The scheme utilizes a double-motor structure and an independent power transmission route, can be manufactured into a serialization module, makes a small amount of change on the existing manual synchronizer gear shifting transmission system, and can complete the global automatic gear shifting of the existing gear by additionally installing the module manufactured by the scheme, so that the technical inheritance is good, the cost is low, and the reliability is high.
3. Tractor starting motor assistant mode
When the tractor starts under heavy load, the transmission system is in a parallel hybrid power mode for a short period, the mechanical power of the engine 25 is transmitted through the first clutch 24, the clutch output shaft 28, the transmission input shaft 3, a certain starting gear output through the transmission output shaft 15 and the transmission drive gear shaft 10.
The second motor is in a rated power state and a peak power state when being assisted, and the magnitude of the assisted power depends on the accelerator opening interval of a manipulator; at this time, the power of the second motor comes from the tractor storage battery, and passes through the route second motor rotor 23, the second motor output driving shaft 21, the power shift driving gear (Zd 1) 20, the power shift driven gear (Zd 2) 18, the second clutch driving shaft 6, the second clutch driven shaft 7, the transmission route driving gear (Zd 3) 8, the driven gear (Zd 4) 9 and the central transmission driving gear shaft 10;
in start assist mode, the central drive pinion shaft 10 incorporates two power sources, one being the engine power transmitted by the engine to the gearbox input shaft 3 via the gearbox and one being the motor power transmitted by the second motor to the central drive pinion shaft 10 via an independent shift path, the two power sources converging the mixed power, transmitted by the tractor end to the drive wheels.
The peak power of the second motor is basically equal to the rated power of the engine, so that the starting acceleration power is generally 1.5-1.8 times of the rated power of the engine, the requirement on the low-speed starting capability of the engine is greatly reduced, the accelerating starting distance of the whole vehicle is reduced, the oil consumption and the emission of the engine are reduced, and the requirements of various working conditions of the non-road tractor are met.
4. Crawling and creep speed operation mode
When the running speed is required to be very low, part of the power of the engine reaches the driving wheels through the independent power route of the second motor, at the moment, the gearbox is in a neutral gear state, the power for driving the first motor to work is subtracted from the engine, and the residual power is output to an external working tool through the rear end speed reducer through the engine power output shaft 26 and the engine power external output shaft 14.
Under the crawling and creep speed operation mode, the second motor transmits walking power through an independent power transmission route, and the route is as follows: second motor power→second motor output driving shaft 21→power shift driving gear (Zd 1) 20→power shift driven gear (Zd 2) 18→second clutch driving shaft 6→second clutch driven shaft 7→transmission route driving gear (Zd 3) 8→driven gear (Zd 4) 9→central transmission driving gear shaft 10→central transmission driven gear 11→end transmission (not shown) →driving wheel (not shown). In the mode, the rotating speed and the torque of the second motor can be steplessly changed, so that the super crawling speed of the tractor of 0-0.1km/h can be stably realized, the Continuously Variable (CVT) working mode of the transmission ratio of the tractor of 0-15km/h can be realized, the requirements on the running speed of the tractor when the tractor is matched with the machine tool are greatly met, the working efficiency is improved, and the control comfort is improved.
Advantage of starting acceleration
The scheme utilizes the independent transmission route of the double motors, fully plays the characteristic that the peak power of the motor is more than 2 times of the rated power, designs a power battery and a power circuit to ensure the short-term release of the peak power of the motor of the second motor, reduces the volume of the second motor, meets the requirement of uninterrupted gear shifting power of the tractor, adopts a hybrid power mode in a starting acceleration mode, increases the power of the whole motor by 1.5-1.8 times, and greatly reduces the starting acceleration distance; when the tractor is used on a tractor, the proportion of the area of the worked land is increased under the condition of the same farmland area, and the crop yield is increased. The hybrid mode may also be used for short-term obstacle surmounting and short-term drag overcoming of the tractor, depending on the control program settings. The traditional power shift drive system cannot generate the hybrid power function of the scheme at present, and the starting acceleration time is long.
Advantages of a full-domain CVT at partial drive power
The scheme utilizes an independent transmission route of motor power, at the moment, the power passing through the gearbox is switched to an independent transmission route of a second motor, and the gearbox is in a neutral gear rotation state; the speed of the tractor running system can be independent of the rotating speed of the power output shaft of the engine, so that the tractor running system and a driven tool find an optimal running speed matching point, the working efficiency is improved, and the oil consumption and the emission are reduced.
Ultra low creep speed function
Due to the low-speed and high-torque characteristics of the permanent magnet alternating current motor, the scheme can realize the ultra-low-speed crawling function, stably work in the running speed range of 0-0.1km/h, and output most of engine power through the engine power external output shaft 14 for special operations such as ditching. The traditional power shift gearbox reaches the crawling speed of 0-0.1km/h in the scheme, a multi-link large-proportion speed reducing mechanism is needed, the mechanism is very complex, and the occupied system space is large.
4. Reverse gear mode
In the reverse gear mode, the gearbox is in a neutral gear mode, a motor controller inputs reverse voltage and current to control a second motor to reversely rotate, the second motor outputs reverse power, a power shift driving gear (Zd 1) 20, a power shift driven gear (Zd 2) 18, a second clutch driving shaft 6, a second clutch driven shaft 7, a transmission route driving gear (Zd 3) 8, a driven gear (Zd 4) 9, a central transmission driving gear shaft 10, a central transmission driven gear 11, end transmission (not shown) and driving wheels (not shown). In reverse mode, the tractor may achieve a Continuously Variable (CVT) reverse speed of the same magnitude as the forward speed.
According to the scheme, a reverse gear mechanism is not required to be arranged in the gearbox, and the gearbox can realize the design reverse speed of 0-Vmax km/h under a neutral gear mode (or the gearbox is in gear in a clutch separation state) by means of reverse rotation of the second motor and an independent power transmission route, so that various operation requirements of a non-road tractor are met. The traditional power shift gearbox is required to be additionally provided with a retrograde mechanism and a wet clutch, and is complex in mechanism and large in occupied system space.
5. Power output mode
The first motor of the parallel double-motor universal automatic gear shifting transmission system can be used as a high-power generator and is provided with a storage battery and a power output module, and a standard stable DC/AC power supply can be provided outwards through the power output module, so that the application range of the non-road tractor is greatly expanded.
The main key parts of the parallel double-motor universal automatic gear shifting transmission system, the high-power permanent magnet synchronous motor, the motor controller, the high-power discharge battery and other technologies and products are completely mastered by local manufacturers and produced in a large scale, and the localization purchasing channel is wide. Because of the high reliability and low cost of the motor and controller, the manufacturing, use and maintenance costs of the present drive train are lower than those of the conventional hydraulic wet clutch assembly automatic shift system.
In sum, the parallel double-motor universal automatic gear shifting transmission system designs an independent power transmission route of the motor, and when full-load gear shifting is performed, the motor and the independent transmission route bear the power transmitted by the original transmission route, and the other motor adjusts the synchronous rotation speed of the input shaft of the transmission, so that the labor intensity of staff is greatly reduced, and the working efficiency and quality are improved; meanwhile, as the motor response speed is high, the gear shifting smoothness is excellent, the gear shifting time is short, the friction work of the clutch is reduced, and the service life and the reliability of the clutch are improved.
The foregoing descriptions of specific exemplary embodiments of the present invention are presented for purposes of illustration and description. It is not intended to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain the specific principles of the invention and its practical application to thereby enable one skilled in the art to make and utilize the invention in various exemplary embodiments and with various modifications as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the claims and their equivalents.
Claims (5)
1. A parallel dual-motor universal automatic gear shifting transmission system, comprising:
an engine power input system, comprising: the engine is connected with the clutch output shaft through a driven disc of the first clutch; the engine power output shaft is arranged in the clutch output shaft in a penetrating way;
a gearbox having a gearbox input shaft and a gearbox output shaft, the gearbox input shaft being connected to the clutch output shaft;
an electric motor energy storage speed regulation system, comprising: the first motor is connected with the energy storage device and is connected with the input shaft of the gearbox; and
a motor independent output system, comprising: the second motor is connected with the energy storage device, the stator of the second motor is parallel to the axis of the stator of the first motor and distributed on two sides of the clutch output shaft, and the second motor is connected with the engine power output system through the second motor power transmission system; when full-load gear shifting is performed, the second motor drives the engine power output system to output power, the first motor adjusts the synchronous rotating speed of the input shaft of the gearbox, and the gear shifting executor pushes the synchronizer to realize the processes of gear shifting, neutral gear shifting and gear shifting;
the gearbox input shaft is provided with a gearbox input shaft driven gear, and the rotor of the first motor is meshed and driven with the gearbox input shaft driven gear through a first motor output shaft and a first motor output shaft driving gear;
the second motor power transmission system includes: the second motor output driving shaft, the power shift driving gear, the power shift driven gear, the second motor output driven wheel shaft, the second motor power transmission assembly, the second clutch driving shaft, the second clutch driven shaft, the transmission route driving gear and the driven gear;
the first motor and the second motor are arranged in parallel in a motor common shell.
2. A parallel dual-motor universal automatic gear shifting transmission system according to claim 1, wherein the energy storage device comprises a battery and an electrical power output module.
3. The parallel dual-motor universal automatic gear shifting transmission system according to claim 1, wherein the engine power take off system comprises: an engine power external output shaft, a central transmission driving gear shaft, a central transmission driven gear, a differential half shaft and an output gear; the external engine power output shaft is connected with the engine power output shaft, one end of the central transmission driving gear shaft is connected with the gearbox output shaft and the driven gear, and the other end of the central transmission driving gear shaft is connected with the differential half shaft and the output gear through the central transmission driven gear.
4. A parallel dual-motor universal automatic gear shifting transmission system according to claim 1, wherein the motor common housing is bolted to the gearbox housing via flange faces.
5. The universal automatic gear shifting transmission system of claim 4, wherein the front wall of the gearbox housing of the gearbox is engaged with the front end covers of the second motor and the first motor gearbox of the motor common housing to form a second motor and a first motor power gear output chamber.
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